Boat Crew Workshop

Regional Based Training for

Divisions 01,13,18 and 22

04May2019

1

Instructors

• Ron Kudla (Flotilla 1-3)

– ADSO-OP, ADSO-MT, IPFC

– 9 years of service, Coxswain

– 870 hrs of Auxiliary Marine Patrols

• Rudy Vilardi (Flotilla 1-3)

– Former SO-MT, FC, VCDR

– 23 years of service, Coxswain

– 682 hrs of Auxiliary Marine Patrols

2

3

What We’ll Discuss

• Actions necessary during a man

overboard emergency

• Procedures for towing astern and

alongside

• VHF radio use and Coast Guard

Rescue 21 system

• GAR 2.0 and Risk Management

“Man Overboard !!”

4One of the worst alarms to hear

while underway

Man Overboard

Initial Actions (Pointer)

• Sound the alarm

– MAN OVERBOARD!! (port / starboard side)

• Keep person in water (PIW) in sight

continuously

• Point towards PIW (open handed)

5

Man Overboard

Initial Actions (Pointer)

• Move to a position in sight of the helm

– Do not go forward on most Auxiliary boats

– Move toward the helm station

• Keep coxswain informed

– Direction (relative bearing)

– Distance (yards)

– Condition of PIW

6

7

Never take your eyes off the PIW!

Man Overboard

Initial Actions (Recover / Pick Up Man)

• Throw ring buoy in the water

– PIW may be able to get to it

– Serves as a reference point (datum)

marking the general location of the incident

• Prepare rescue equipment

– Heaving line

– Boarding ladder

– Assist getting the PIW aboard

8

Coxswain / Helmsman

Responsibilities

• Sound the danger signal

– 5 short blasts

– Alert other boats around you

• Mark your Position (Datum)

– MOB button on GPS

• Notify the Station (when time permits)

9

Coxswain / Helmsman

Responsibilities

• Be careful not to eject other crew

members by making abrupt turns or

speed changes

– Kick stern away from PIW (if able)

• SLOW DOWN!

Important: Let others know what course and throttle

changes you are about to make

10

Coxswain / Helmsman

Responsibilities

• Slow down, assess the situation, and

take action (do it right the first time!)

– Navigate back to PIW

– Maintain safe speed

– Makes recovery approach

• Brief crew on recovery procedures

11Remember…assess the situation

before rushing to action!

Coxswain

Responsibilities

• Assign crew duties

– Pointer (typically the first to see PIW)

– Recovery / Pick-up crew

– Ascertain condition of PIW

– Recovery procedures and equipment

needed

12Remember…assess the situation

before rushing to action!

Coxswain

Responsibilities

• If additional assistance is required or

PIW cannot be located:

– Notify the Station

– Issue “PAN-PAN” broadcast (VHF Ch-16)

• VHF Ch-16

• Other nearby vessels may

come to your aid

– Start search pattern at

datum location13

Recovery Procedures

• If PIW is conscious and able to

move freely?

• Use heaving line / boarding ladder

• Any injuries / Hypothermia?

• Treat for shock

• Report to the Station

14

Recovery Procedures

• Is PIW injured?

– Do no further harm

• Can’t get PIW aboard

safely?

• Now What ??

15

Recovery Procedures

• Night Operations

– Is there a marker light (strobe

preferred) on your ring buoy?• Will make it easier to navigate back to the PIW

• Practice Risk Management

– PIW should activate their strobe light

16

MOB Summary of

Procedures

1. “Man Overboard!” – Continuous communication

2. Sound danger signal (5 blasts) and

mark position (GPS and datum buoy)

3. Maneuver back to PIW – slow down

4. Assign duties

5. Affect rescue

6. Notify the Station (ASAP when time permits)

17

Towing

• Should never be considered routine

• Unless in distress, the vessel being towed

is normally towed to a safe haven

• Gather as much information as possible

from the disabled

vessel before taking

the vessel into tow

1818

Towing Safety

• The safety of the crew and the crew of the

towed vessel is paramount

• Do not let a perceived need to engage

in a towing mission override a

complete, honest risk assessment

process that emphasizes personnel

safety

19

Maintain Situational

Awareness

• Clear and constant communication

• Everyone is responsible for identifying and

managing risks

– What are the risks?

• Maintain a lookout

• Maintain communication with the towed

vessel

20

Perform On-Scene

Assessment

• Gather as much information as possible

from the disabled vessel

• Discuss concerns before directing action

• Circle the disabled vessel (if able)

– Note cleat configuration

– Look for any signs of potential trouble

• Fuel leaks, hull condition, seaworthiness, etc.

• Notify the Station21

Preparing for Stern Tow

Questions from Crew

to Disabled Vessel

• Do you need assistance?

• What is the nature of your problem?

• Are you taking on water?

• Is anyone in need of medical attention?

• How many people on board (and children)?

• Anyone below deck?

• Do you have a radio or cell phone?

• Did you call anyone for assistance?

• Have everyone put on life jackets 22

Brief the

Towed Vessel

• Brief the disabled vessel of the following:

– General safety (PFDs, staying clear of tow rig,

tow rig chafe, location of crew)

– Steering (whether to man helm or lock rudder

amidships, whether to steer on towing vessel’s

stern)

– Communications (maintain communications

with the disabled vessel throughout the tow)

– Emergencies (breakaways, signals)

– Lighting and sound signals 23

Towing Safety

• While passing and connecting the tow lines

use loud and clear communication between

crewmembers and coxswain to prevent

accidents

• Whenever the coxswain directs an action, a

crewmember must take that action and reply

that the action has been taken

• Whenever a crewmember advises the

coxswain of status or action, the coxswain

must acknowledge same24

Pre-Towing Procedures

• All towing lines should be rigged so that

the disabled vessel receives the eye of

the line

• Crew of the disabled vessel shall be

instructed to place the eye of the line

over their cleat

25

Passing the Tow Rig

• Coxswain maneuvers alongside the disabled

vessel

• Crewmember notifies coxswain: “I have a

shot”

• Coxswain responds: “take the shot”

• Crew replies “taking the shot” and notifies

the crew on the disabled vessel that the line

is being passed - “heads up”

• Cast the heaving line so that it falls across

the disabled vessel’s deck

26

“Line in the Water”

• Potential to “foul” the prop

– Remember, nylon line sinks!

– Crew members need to tend the tow line

so that it cannot foul the propellers

• A taught line that touches the water that

cannot foul the prop is not a “line in the

water”

27

Stern Tow

Connect Tow Line First

28

Tow Line

Stern Tow

Attach Bridle

29

Bridle

Tow Line

Bridle is used to center the tow line behind

the towing vessel

Stern Tow

Alternate Configuration

30

Bridle

Tow Line

Bridle is used to center the tow line behind

the towing vessel

Stern Tow

Bridle for Towed Vessel

31

Bridle

Tow Line

Avoid connecting the towline to an off centerline

fitting on the towed vessel. Use a bridle for an equal

amount of strain on both sides of the tow.

3333

Setting a

Towing Watch

• The condition of the vessel in tow and

the towline must be constantly

monitored

• Do not stand directly in line with the

towing line

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3535

36

Let’s do some Risk Management

Can we reduce the risk?

36

3737

• Remove anchor

• Consider skiff hook (calm seas)

• Use bridle

Towing Alongside

• An alongside tow allows two vessels to be

maneuvered as one

• Necessary when approaching a dock,

mooring, or anchorage in sheltered waters, or

when maneuvering in congested or restricted

waters

38

Hull Alignment

• Towed vessel should be located forward

of the towing vessels rudder or outdrive

– This will allow for proper steerage by the

towing vessel

39

Safety Procedures

for Side-Tow

• Deploy fenders as needed

• Do not fend off boat with your feet or

hands!

– Use a “walking fender”

• Have all the needed lines at the ready

• Maintain a lookout during the evolution!

40

Towing Alongside

Danger zone

#3 #2

#4

#1

41

Tow

Tow Line Nomenclature

• Line # 1: Bow Line

• Line # 2: Towing Strap (Forward Spring)

• Line # 3: Backing Line (After Spring)

• Line # 4: Stern Line

• Coxswain will determine the order of lines

to be connected to the disabled boat

based on sea conditions

42

Towing Alongside

• Determine on which side the tow will be rigged

• Coxswain decides if the towline will be

disconnected from the tow, or remain connected

– One benefit of using the towline as the bow line is that

there is always a line attached to the disabled vessel

and returning to a stern tow is possible should the

need arise

– Use of a towline as the bow line puts more line lying on

deck and may be a tripping or fouling hazard

• Free approach

– Approach is made as if mooring to a pier, but the first

line over will be the #1 line 43

Rigging Order

• Calm Conditions:

– Bow line (#1)

– Stern line (#4)

– Tow strap (#2)

– Backing line (#3)

• Adverse Conditions:

– Bow line (#1)

– Tow strap (#2)

– Backing line (#3)

– Stern line (#4)

44

#1

#4

#3 #2Boat Crew Seamanship

Manual:

Chapter 17.D.51

Rigging Order

45

Boat Crew Seamanship Manual:

Chapter 17.D.51

1, 2 and Go!

Danger zone

#2

#1

46

Side Tow

• For maximum control of the tow, all alongside

lines should be as tight as possible. Spring

lines are tightened by crewmembers taking

up slack obtained when the coxswain

throttles forward and reverse

47

Communications and

Rescue 21

4848

49

Why Do We Use

Marine Radios?

• Safety, Urgent messages from Sector

– Distress, urgency & safety messages

– UMIB, MARB, Weather alerts

• Communications with controlling station– Position / Ops reports

– Watchstander is part of your “crew”

• Communications with Boating Public– Maintain comms during towing

– Information gathering to determine if in distress

VHF Radio Equipment

• Fixed-mount unit with antenna

– 25 watts maximum power

– 6 to 12 foot antenna height typical on most

vessels

– Reliable range 10-15 miles

• Handheld with integral antenna

– 5 to 6 watts maximum power

– Reliable range 2-3 miles50

VHF Radios

• FM – Static free

• Line-of-sight transmission

• Used and monitored by the U.S. Coast

Guard

– Coast Guard monitors channel 16

• “USA” and “International” frequencies

– When not the same, the USA channel

number includes the letter A (“alpha”)51

52

Line-of-Sight

Transmission

• Range of communication is limited to line-of-

sight (they must “see” each other)

• Antenna height makes a big difference in

effective range

52

Signal Suppression

• VHF-FM radio only receives the

strongest signal

• The strongest signal “steps on” the

weaker signal

• Always use the lowest power needed

for communication

53

Maintain a Radio Log

• Keep a record of:

– Time of transmission

– Station called

– Brief description of the message

• Why should we keep a radio log?

54

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VHF Working Channels

CH 16 - Distress, urgency, safety, calling

CH 9 - Alternate calling channel

CH 13 - Bridge-to-bridge (Navigation)

CH 21A, 23A - U.S. Coast Guard only

CH 22A - Coast Guard liaison

CH 81A, 82A, 83A - U.S. Government only

CH 68, 69, 71 - Non-Commercial working

CH 70 - Digital Select Calling (DSC)*

Automated Radio Checks

• VHF Channels 24, 26, 27, 28

• Tune to proper channel for your community

• Conduct radio check normally

• Upon releasing the mic, the system will replay

your transmission

5656

57

Before You Transmit

Listen

- Then -

Listen Some More!

58

Calling Another Station

• Select channel – usually 16

• Listen – determine channel not in use

• Press button on mic

• “Name of the boat/station you are calling”

• “This Is (name of Your boat)”

• “Over”

• Release mic button & listen

• Change to working channel

59

Calling Time Limits

• 1st Call - 30 seconds maximum

– If no response, wait 2 minutes

• 2nd Call - 30 seconds maximum

– If no response, wait 2 minutes

• 3rd Call - 30 seconds maximum

– If no response, wait 15 minutes before

additional calls are made to the same

station

60

Maintaining Comms

• Press button on mic

• Always begin every transmission with the name of station you are calling followed by your call sign (or vessel name)

• Then transmit your message

• Use the proword “Over” to indicate you are finished transmitting and awaiting an answer

Procedure Words

“Pro-words”

• Pro-words are key to the efficient use of

radiotelephone time

• Radio shorthand

• Meant to reduce transmission time

– More opportunity to hear important calls

61

Procedure Words

“Pro-words”

• Over – End of my transmission, response is

expected

• Out – End of my transmission, no response

expected

• Roger – I received your last transmission

• Wilco – Your last transmission was received

and understood, and will be complied with

• Improper to say “over and out”62

Distress, Urgency,

and Safety Calls

• Mayday: Distress signal

– Grave and imminent danger

• Pan-Pan: Urgency signal

– Announces that an urgent message follows

– Safety of a vessel or person in jeopardy

• Sécurité (secur-i-tay): Safety signal

– Announces a message about safety of

navigation or an important weather warning63

64

Distress Signal

• Use when imminent danger exists

• Call on channel 16

• Call format:

– “Mayday Mayday Mayday”

– “This Is (Name of your boat)”

– State location, nature of problem, number

of POB, describe boat and condition

– “This Is (Name of your boat), Over”

65

During Distress

Communications

• Stop all other communications

– “All Stations”

– “SEELONCE Mayday”

– “SEELONCE Distress”

• When distress is over

– “SEELONCE FEENEE”

66

DSC VHF radios

• DSC = Digital Selective Calling

• Allows mariners to send automated digital

distress messages anywhere in the world

– “Mayday” call not required

• Channel 70 is reserved for digital distress

calls

• Voice communications on

Channel 70 is forbidden

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Rescue 21 System

Saving Lives in the 21st

Century

• Full coverage along the entire coastline

• Rescue 21 can detect weak signals (1 watt

for 2 seconds)

• Maximum range out to 50-100 miles (25 watt

radios)

• Recording and playback features

• Any ship with a DSC radio will also receive

the signal

Rescue 21 System

6868

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Rescue 21 System

Saving Lives in the 21st

Century

• Press “Distress” button on VHF radio to

automatically send distress message

– Position information included if VHF radio is

interfaced with GPS

– Rescue 21 has radio direction finding capability

– When registered with Maritime Mobile Service

Identity (MMSI) sends vital vessel information

70

Rescue 21 and DSC

VHF radios

• Obtain MMSI number

– Your vessels address

– Contains vital information about your boat

• Program your radio with the number and

other information

Risk Management

and GAR 2.0

• Provides a framework to identify and

assess hazards, evaluate risk, and

weigh the risk against potential benefits

71

Assess Risk

Identify Hazards

PEACE Model:

• Planning

• Event Complexity

• Asset (Crew / Facility)

• Communications

• Environment

Explore Mitigation

STAAR Model:

• Spread Out

• Transfer

• Avoid

• Accept

• Reduce

72

Overall Risk for Mission = Low, Medium, or High

Assess Gain

• Low – Situation with unclear benefits or

low probability of providing concrete

results

• Medium – Provides immediate and real

benefits

• High – Provides immediate and real

benefits that, if ignored, could result in

loss of life73

Risk vs Gain

74

What can go wrong?

And why?

• Determine severity if it actually happens

– Will someone get hurt?

– Will it affect successful mission

completion?

• What is the probability that it will occur?

• What is the exposure?

• Discuss mitigation strategies to reduce

the risk75

Towing Evolution

What can go wrong?

• Tow line in the propeller

Why?

• Excessive slack in the

tow line.

• Tow line snaps.

76

MOB Drill

What can go wrong?

• Crewmember fall in water

Why?

• Helmsman turns boat too

sharply.

• Helmsman throttle down

abruptly.

• Crew reaches over

gunwale in high waves

77

Searching for

Missing Kayaker

What can go wrong?

• Search in wrong area

Why?

• Failure to hear proper

coordinates from

watchstander.

• Failure to navigate

properly to the last known

position.

• Paper charts are not on

board.

78

Fireworks Patrol

What can go wrong?

• Accident with another

boat after the event

• Grounding when RTB

Why?

• Too much boat traffic.

• Navigation lights on other

vessel not working.

• Failure to stay in the

marked channel.

79

Summary

• MOB procedures

– Practice like it is real

• Towing considerations

– Line numbers

• VHF radio basics

– Line of sight transmissions

• Rescue 21 System / DSC radios

• Risk Management80

Thanks for Listening

81